Cost by Program (10-Year, Additional Above Baseline)
Program-by-program cost breakdown from highest to lowest. Where the fiscal impact statement cited offsets from existing DOT commitments, those are noted, these figures reflect the net additional cost of the mandate above what DOT was already spending.
Program breakdown
Real-time bus stop displays are the law's biggest added cost at $658.4 million, over 50 times the added cost of protected bike lanes
Ten-year cost of each LL195 program above what DOT was already spending, highest to lowest. Where the fiscal impact statement cited an offset from an existing commitment, the figure here is net of it, which is why protected bike lanes add $11.8 million against a $59.2 million a year baseline.
| Program | Cost type | 10-year cost | Mandate scale | Notes |
|---|---|---|---|---|
| Capital programs | ||||
| Bus stop real-time passenger info (RTPI) | Capital | $658,400,000 | 14,580 stops lacking RTPI | Largest single item; spans FY22–31 |
| Intersection redesign | Capital | $400,000,000 | 4,000 intersections (2,000/plan) | $40M/yr additional; other benchmarks may offset |
| Bus stop shelters & benches | Capital | $65,900,000 | 11,556 stops needing upgrades | $14.3M plan 1; $51.7M plan 2 |
| Expense programs | ||||
| Protected bus lanes | Expense | $245,600,000 | ~300 miles total (FY22–31) | $122.8M each plan; 30 mi/yr |
| Accessible pedestrian signals (APS) | Expense | $224,000,000 | 5,000 signals (FY22–31) | Net of 1,450-unit existing DOT commitment |
| Transit signal priority (TSP) | Expense | $55,100,000 | 750 (yr 1); 1,000/yr thereafter | Net of $26.6M existing offset; plan 1 only |
| DOT support staff | Expense | $54,900,000 | 40 new positions | $5.5M/yr (PS + OTPS) |
| Master plan unit | Expense | $50,000,000 | 2 new headcount positions | $5M/yr (PS + OTPS) |
| Commercial loading & truck routes | Expense | $19,600,000 | Citywide assessment & amendments | $10.5M plan 1; $9.1M plan 2 |
| Protected bike lanes | Expense | $11,800,000 | 250 mi plan 1; connected network plan 2 | Net of existing DOT commitment ($59.2M/yr baseline) |
| Parking policies | Expense | $8,900,000 | Policy development & implementation | |
| Zero-cost / offset items | ||||
| Pedestrian ramps | — | $0 | 3,000 corner ramps by FY31 | Fully offset by existing ADA court settlement |
| Pedestrian space | — | −$73,300,000 | 1M sq ft within 2 years | Surplus, DOT already committed to 1.5M sq ft; offsets other costs |
Source: NYC Council Finance Division, Fiscal Impact Statement for Intro. 1557-A, October 25, 2019
Note: figures are additional cost above DOT's existing baseline. The negative pedestrian space figure is a surplus offset available to fund other mandates.
About this data
- All figures are "additional above baseline." The fiscal impact statement estimates the marginal cost of LL195 mandates, not the total DOT program budget. For example, DOT had already committed to $59.2M/yr for 50 miles of bike lanes; the $11.8M figure for protected bike lanes is only the cost above that existing commitment.
- Pedestrian space surplus (−$73.3M) is a cost offset, not a revenue item. DOT's existing commitment to 1.5M sq ft of pedestrian space already exceeds the LL195 mandate, freeing up funds for other programs.
- Program costs do not sum exactly to the fiscal summary totals. The fiscal impact statement lists programs in narrative form; not all items are broken into plan-1/plan-2 sub-totals. The fiscal summary table is taken directly from the official statement; program figures are extracted from individual program narrative paragraphs.
- Source code and raw CSV files are available on GitHub.